Road building machine



Aug. 15, 1939. R. w. K-EELER ROAD BUILDING MACHINE Original Filed June 21, 1935 -11 Sheets-Sheet 2 0.0 Wm r x rm m m7 e 0W. Mn Q W RN. w H P A wW N Y E DB o7 Ym W y a. R w

Aug 1939. k R. W.'KEELER 2,169,916

ROAD BUILDING MACHINE Original Filed June 21, 1953 ll Sheets-Sheet 5 1v VENTOFr':

Raymond W Kee/eq' ATT'Y Aug. 15, 1939. R. w. KEELER ROAD BUILDING MACHINE Original Filed June 21, 1933 ll Sheets-Sheet 4 M l Y e T D WM. T. 2n 2 TW .A N a P 7 is M m n 11 SheetsSheet 5 [NVENTOFPJ Raymond W Kee/e BY 7 7 ATT'Y g- 9 R. w. KE ELER 2,169,916,

ROAD BUILDING MACHINE Original F iled June 21, 1935 11 Sheets-Sheet 6 [NVENTOFTI Raymond W Nee/el I @444; m.7 W4,

'ATT'Y Aug. 15,1939. R. w. KEELER ROAD BUILDING MACHINE ll Sheets-Sheet 7 Original Filed June 21, 1933 Raymond W. Kee/er 7 BY ATT'Y Aug. 15, 1939.

R. WTKEELER ROAD BUILDING MACHINE Original Filed June 21., 1933 ll Sheets- Sheet 8 [N (/58 TOR FFa ymona W h ee/er:

ATT'x 1939! R. w. KEELER 6 ROAD BUILDING MACQINE ll Sheets-Sheet 10 Original Filed June 21, 1933 f/vvE/vv-oR: Ra mond W Kee/ef" ATT'Y l I I30 \25 ma m 22 .56

rollers of the machine.

Patented Aug. 15, 1939 means ROAD BUILDING MAG a Raymond W. Keeler, Galion, Ohio, assignor to The Galion Iron Works and Manufacturing Company, a corporation of Ohio Application June 21,1933, Serial No. 676,906 Renewed July 22, 1938 42 Claims.

In paving operations, the use of power operated rolling machines for the final leveling and compacting of the pavement, is employed universally. These machines embrace, usually, three rollers upon which the driving mechanism is carried, which mechanism includes a power plant for driving the roller and power transmission devices interconnecting the power plant and drive The power plant, of course, is mounted on, and interconnected with,

the, frame of the machine, and in conventional L practice in roller design andn construction, the powerpl'ant has been rigidly connected with the frame." This feature results in the subjection of these parts to severe strains during operation of the roller with consequent frequent breakage of the parts.

Furthermore, the conventional type of roller is cumbersome and unwieldy to operate, being slow in speed, difiicult to handle and manipulate, and hard to steer, all of which represent an expenditure of excessive energy by the operator and loss of efficiency.

The above indicated objections, together with others, are avoided by the present improved construction, which is especially designed to relieve operating strainson the power plant and transmission mechanism, to provide great ease in steering; to reduce the space required for turning the entire machine around; to increase the traction speed; and to arrange the control instrumentalities so that they will be conveniently accessible to a single operator riding upon the machine.

Other advantages of the present improved construction will become apparent as the description proceeds.

The above desiredobjects are accomplished, in general, by mounting the front rolls and yoke on a spring supported king pin and also springmounting the power plant and transmission, which are protected from strain, excessive wear and breakage, by a heavy channel sub-frame and five thousandths of an inch clearance, which is constantly maintained between the rims of the front rolls. This eliminates all wear on yoke, roll' hubs and inner edges of roll rims. The front yoke is secured to the king pin by a swivel joint, the movement of which is suitably limited so that the cramping of the yoke against the frame in turning on very uneven ground, is prevented, and the king pin itself is spring mounted, which cushions the shocks of high speed operation on rough surfaces.

In the present machine, the master clutch lever, the forward and reverse clutch lever, the hand brake lever, the gear shift lever, the diflfere ential lock lever, the scarifler lever, together with 15 the engine controls and indicating dials are located in close proximity to the steering wheel, within easy reach of the operator without-requiring him to leave his seat. The steering mechanism is hydraulically operated, there being a very large and powerful hydraulic cylinder located in the king pin head casting at the front of the frame, the piston rod of this cylinder being directly connected to a steering arm which is splined to the top of the king pin and permits free movement of the spring mounted kingpin. Flow of oil to the steering cylinder is through a piston type valve, and only a slight turn either way is necessary to open the valve. The steering device is powerful enough to turn the front rolls even when standing still and in soft material. The action of the steering device is quick and maximum movement of the front roll is secured for turning without delay or effort on the part of the-operator, the steering being accomplishable by virtually the use of only one finger.

It may be noted in passing that the present v roller will turn in a thirty-three foot circle, or will turn in an eighteen foot roadway by backing once. This is accomplishable through the provision of a. very short wheel base together with the rapid steering devicefwhich enables the operator to get the full benefit of the extreme turning range of the front roll quickly and without effort. The turning range of the front roll which covers a one hundred degree are is made possible by a high arched and under cut design of the front end of the frame member.

The construction of the improved roller will be understood from a consideration of the following description when taken in conjunction with the accompanying drawings, in which:

Fig. 1 is a side elevation of an improved machine embracing the principles of the present invention, certain parts being broken away and shown in section, for clarity;

Fig. 2 is a plan view of the machine, the forward roller and mounting thereof, as well as a number of other ports, being omitted;

Fig. 3 is a fragmentary side elevational View. showing the mounting of the drive rollers and scarifying device, the latter being in operative position;

Fig. 4 is a plan view of the main frame of the machine;

Fig. 5 is a fragmentary'view in elevation, of the pump mechanism for operating the hydraulic mechanism employed in the construction;

Fig. 6 is a detail fragmentary side elevational view, with parts removed, showing the mounting of the rear axle;

Fig. 7' is a sectional view on the line II of Fig. 6;

Fig. 8 is a fragmentary View, partly in section and partly in elevation, of the mounting of the king pin of the forward roller.

Fig. 9 is a plan view of the structure of Fig. 8;

Fig. 10 is a fragmentary elevational View with parts broken away showing the front spring mounting of a supplemental or chassis frame carrying the source of power and transmission mechanism and a radiator support;

Fig. 11 is a fragmentary elevational view of the front portion of the machine, showing the mounting of the radiator and chassis frame elements with respect to the main frame, the View being taken on the plane I II I of Fig. 10;

Fig. 12 is a view partly in elevation and partly in section, showing certain features of the steering mechanism;

Fig. 13 is a detail plan View, of a portion of the mechanism of Fig. 12;

Fig. 14 is a fragmentary elevational view of parts of the mechanism of Fig. 13, on the plane I4I4 of Fig. 13;

Fig. 15 is a diagrammatic view of the hydraulic steering and scarifier 'control'mechanism, showing the mechanism in open or operating position;

Fig. 16 is a view similar to Fig. 15 but showing the mechanism in closed or no-load position;

Fig. 17 is an enlarged detail sectional elevational view of a pressure regulating unit shown in Figs. 15 and 16, the valve of which is in closed position, as illustrated in Fig. 15; i

Fig. 18 is a view similar to Fig. 1'7, but showing the valve in open position as illustrated in Fig. 16;

Fig. 19 is an enlarged detail sectional elevational view of one of the slide valves shown in Figs. 15 and 16, the valve being shown in one open or operating position;

Fig. 20 is a view similar to Fig. the valve in closed position;

Fig. 21 is a detail view, partly in section and partly in elevation, illustrating the mounting of the valve of Fig. 19 or Fig. 20 upon a manifold, which manifold in practice is integral with the supply tanks shown in Figs. 15 and 16;

Fig. 22 is a plan view of the combined manifold and the fluid supply tank shown in Fig. 21, the motor controlling valves and the pressure regulating valve being omitted;

Fig. 23 is a side elevation of the hydraulic mechanism showing diagrammatically the interconnections "between the respective parts thereof;

Fig. 24 is a front view taken on the plane of the line 24-24 of Fig. 23 and 19, showing Fig. 25 is an enlarged fragmental sectional view taken on the line 25-25 of Fig. 8.

Referring more particularly to the drawings, the improved machine comprises, in general, a body A, a main frame B, a supplemental or chassis frame C, a front roller D and traction rollers E. The main frame B may carry a scarifying device F, should such be desired.

The invention has for one of its principal features, the mounting upon the frame B of the various instrumentalities forming the complete structure, it being recalled that it has been indicated already that the parts are, in effect, re- 7 siliently or floatingly mounted.

Referring first to the structure of the frame B, it will be seen by referenceto Figs. 1 and 4 that this frame comprises side plates I, held in braced, spaced-apart relation by transversely extending angle bars 2. These plates I are formed, desirably of one piece steel boiler plate, of about one-half inch in thickness, although this is not material to the essence of the invention.

. At what is to be the forward end of the frame, the plates I are formed with vertically off-set portions 3, which converge and which are joined by a heavy casting 4 to which the sides 3 are rigidly held by hot driven rivets 5. The angle bars 2 are welded to the plates I. the side plates I have mounted thereon a platform 8 having a front flange 6 for attachment of guard 6*. There are Welded to the plates I at the rear thereof, the longitudinally extending channels I, upon which channels the operators platform 8 is welded. Welded across the rear of the frame is a heavy drawbar 9, which serves as an additional frame brace.

The casting 4 serves as a housing for the mounting for the king pin of the roller D. The details of this mounting are shown, for example, in Figs. 1, 8 and 25. It will be seen that the roller D is provided with the usual yoke Ill, having an enlarged central portion II carrying. scrapers I2 mounted on spring arms I3. Positioned on and integral with the portion II are bosses or straps I4 between which extends the enlarged end I5 of the king pin I6, the end I5 of the king pin being secured in position by a pin I1 passing therethrough and also through the bosses I4, upon which pin I! the roller D is adapted to rock in a vertical plane. The pin I1 is secured in the bosses I4 by a key bolt I1 The king pin of the roller is reduced in diameter as indicated at I 8, there being thereby formed an annular shoulder I9 between the enlarged end part I5 and part I8, this shoulder I9 serving as an abutment for the plate 20, which is centrally apertured for receiving the part I8 of the king pin, the plate 20 allowing free movement of the king pin relative to the casting 4, the engagement of which plate 20 with the abutment I9 forms part of a resilient mounting for the roller D, as will now .be described. Welded to the plate 20 is a plurality of cup members 2I in which are positioned springs 22 compressed between the plate 20 and the top wall 4 of the casting 4. These springs continuously urge the plate 20 against the king pin abutment i9, and it will be apparent that they form a cushion- .mounting for the roller D during vertical movements thereof.

Integral with the casting 4 and extending interiorly thereof and downwardly from top wall 4 and inwardly from the side walls are ribs 23,.which have bottom extensions 23 which fit into notches in the periphery of the plate 2!] At the rear.

for guiding theplate 20in its vertical movements. These ribs 23 are rigidly attached to a ring 24 which defines a bearing. for the portion l8 of the king pin l6.

The top wall 4 of the housing is apertured to receive the end portion of the king pin IE, to which end portion is splined the actuating lever 25, which is operated by instrumentalities to be described later. The king pin l6 and lever 25 are protected by a cap 26, having an internally projecting bearing 21 for the end 28 of the king pin. The cap 26 is secured to the casting 4 by cap screws 26*. A- washer 30, secured to king pin end 28 by cap screw 29, retains a bushing 2! to said king pin for vertical movement therewith in the bearing 21 .of cap 26.

The frame B, described above, serves also as an enclosure and protection for the engine and transmission. These parts are mounted directly upon the supplemental or chassis frameC. Fig. 2 is illustrative of the disposition of these parts, the engine being indicated generally at 3| and the transmission being contained within a houstion with the transmission mechanism in the housing. The rear axles of the machine, therefore, form the rear support for the chassis frame C as will be hereafter described.

As will be seen from Figs. 1, 10 and 11, the end angle bar 34 of the chassis frame C and the end angle bar2 of the frame B are disposed with their respective flanges 35' and. 36 extending rearwardly. For mounting the chassis frame C, there are employed tie rods 31 threaded on the end for the reception of washers 38 and nuts 39 when the structures are assembled. The flanges 35 and 36 of the respective angle bars are provided with registering holes through which the tie rods are adapted to pass. The front end of the chassis frame C is therefore mounted on the angle 2 through the tie rods, there being positioned around these tie rods the coil springs 40 which bear against the under surface of the flangev 35 of the angle bar 34 of the chassis frame C and the upper surface of the flange 36of the angle bar 2 of the frame B. There are provided also the coil springs 4| bearing against the under surface of the flange 36 and the washers 38. These springs cushion the. front end of the chassis frame C and hold it in floating relation with the frame B thereby permitting both lateral and longitudinal movement between said frames B and C to a limited extent.

The engine 3| and transmission mechanism are interconnected, the transmission. mechanism being located in the housing or casting 32. The housing or casting 32 is a unitary structure and is rigidly bolted to the side channels 33 of the chassis frame C, by bolts 42, extending through openings inthe integral side flanges 43 'on each side of said housing 32, which flanges are provided with reinforcing webs or ribs .44 to afford additional supporting and strengthening means. Said flanges 43 are bolted to said side channels 33 near" the rear portion of the said channels. Said housing therefore constitutes a continuation of the chassis frame C. Within the forward portion 230' of said housing 32 is housed a master clutch mechanism and the usual transmission gears. Within the central portion 232 of said housing 32 is housed the usual differential mechanism which .drives a pair of laterally extending stud shafts having pinion gears cooperating with the individual bull gears 62 and 63.(Fig. '7). Extending laterally of the central portion 232 is a pair of clutches 233 and 234. Operation of one castings 236 and 23'! provided with individual covers 58 (Figs. 2 and 7) which resiliently support the rear portion of the frame B as hereinafter described. 7

The resilient connection of the casting 32 of the chassis frame C, near the rear thereof with respect to the rear portion of the main frame B, as will be next described, when taken with the resilient mounting of the front end of the chassis frame C, will afford a flexible connection between the main frame 'B WhiCh is directly supported by the front roller D, and the chassis frame C, which is directly supportedby the rear rollers E. That is, the support of the rear portion of the main frame B is by virtue of its connection with chassis frame C, and the support of the front portion of chassis frame C is by virtue of its connection with main frame B. A complete floatin'g connection between the two sections of the supporting frame, as well asbetween the engine and transmission and the main frame B, is thereby provided. O a

The details of this rear mounting are shown in various figures of the drawings, such for exam- -ple as illustrated in Figs. 1, 4, 6 and 7. The

frame B is apertured for the passage of the rear upper angles 46, which are riveted to the frame, as indicated at 41. Upon-these angles 46 are depending bosses 48 for receiving thecoil springs Corresponding bottom angles 50 are also provided, which have the upstanding bosses 5| for receiving the coil springs 52. The angles 50 are riveted to the frame B, as indicated at 53. Corresponding'vertical angles 54 and 55, riveted at 56 and 5'! respectively. complete a box-like receiver on the inner surface of each side of the frame B, for the covers 58 of the bull gearhousings 59. The covers 58 are provided with spring receiving bosses 60 for receivingand supporting the supporting and rebound springs 49and52, these springs cushioning all shocks and completing the floating mounting of the main frame B. It is therefore evident that springs 40, 4| and 49, 52 cooperate to provide a full floating relation between the frames B and C. This provides for both longitudinal and lateral tilting of said frames B and C relative to each other to limited extents, thereby prevent frame distortion when the rollers D and E are on very uneven ground.

The pivotal connection afforded by pin l1 and the spring mounting 'of mainframe B afforded by springs 22 at the forward .end thereof and springs 49, 52 at its rear end also provide a complete spring mounting for the main frame B .relative to rollers D and E. As will be seen from Fig. 7, the rear axles 45 are carried on adjustable bearings 6|, and theb'ull gears 62 and 63 are splined on the axles 45. The bull gears 62 and B3 are driven from individual pinion gears which pinion gears are operated from the usual differential mechanism, thus providing for" unequal turning of roller wheels E when the machine is making a turn. To provide for movement of the wheels E in unison which may be desirable if one of the wheels E is on a slippery ground or is otherwise unable to gain a driving friction connection with the ground, a clutch 64, actuated by lever 65, is provided. By engaging the two sections of clutch member 64, the differential mechanism is effectively locked out and slipping of one wheel is prevented, due to the direct connection between axles 45.

From Figs. 10 and 11, it will be seen that upon inwardly extending flanges 66 and 61 welded to the front end of the side plates I of the frame B, is mounted the flanged bar or bottom radiator tank 68 carrying the radiator 69 for the motor. The mounting of the tank 68 upon the flanges 66 and 61 is accomplished by means of studs 10 and 'II secured to the bottom of the tank 68 and passing through holes I2 and I3 in these flanges. The studs are provided with washers I4 and I5, held in position by nuts I6 and I1. The studs "I9 and 'II support the springs "I8 and I9 which bear against the aforesaid washers and the under surface of the flanges. Bolts 80 secure the radiator in position.

It will therefore be seen that the various parts of the roller mechanism are effectively cushioned against all shocks.

Before passing to the consideration of the steering mechanism for the roller, attention is called to the fact that a scarifying device may be attached to the machine, for the purpose of digging up road surfaces, as for example, where worn surfaces are to be replaced. In such circumstances, the machine is used only as a tractor for pulling the scarifier through the road material, and it will be understood that, in practice, this scarifier is an optional provision.

The channel members 1 are secured to the frame B to project rearwardly thereof on each side of the frame. Pivotally connected to each channel at 8I, and at 82, are the parallel bars 83 and 84, the pivotal connection being at one end of each bar, which is mounted for free turning therearound. The other ends of the bars are pivotally connected, as at 85, to plates 86, which suitably carry the scarifying teeth 81' mounted to cut at an angle of substantially 45 degrees. The depth of cut is regulated by adjusting the scarifiers 81 relative to the series of holes 88 provided in standards 89, each of which is carried by a sliding shoe 90 which is adapted to travel along the road surface. When in operative position, the scarifiers 81 are pressed into the roadway surface by hydraulic instrumentalities, which will be described in detail hereinafter. These hydraulic instrumentalities are also employed to lift the scarifiers out of engagement with the road surface, and when lifted to inoperative position, the parallel bars 83 and 84 maintain the scariflers always at the same angle in which they engage the road surface, so that the proper cutting angle is continuously assured.

The steering mechanism for the machine includes the steering post 9|, operated by turning the steering wheel 92. Operation of the steering wheel 92 actuates a piston valve in the hydraulic steering mechanism in a manner to be later described in detail. The steering post 9I passes through the dash 93 of the machine, being secured thereto by a collar 94 provided with suitable holes 95-and 96 for the reception of attaching instrumentalities of a suitable kind, not

shown. A sleeve section 91 integral with collar I 94 forms a bearing for steering post 9 I. A second sleeve section 98 is attached by a pin 99 to the end I of the steering post, the sections 9'! and 98 being interconnected with a spiral spring IOI, one end of which is secured to the section 91 at I02, and the other end to the section 98 at I03. The section 98 is bored through its length, as. indicated at I04, and is provided with spiral slots or openings providing cams I05, through which openings is passed a pin I06, extending through the arms I01 of yoke I08 which extends from casting I09, which houses the hydraulic steering valve J to be later described. Housing I09 is provided with a. removable fill cap III], closing the opening III, through which the hydraulic system is filled with fluid. The housing I09 is mounted on the manifold II3 which in turn is mounted on the dash 93 of the machine. The

manifold H3 and the supply tank I60 are preferably integral, as will be apparent from Figs. 12, 21 and 22.

The hydraulic valve stem 240 enters the sleeve 98 and is pinned, as indicated at H2, to a slide piston II2 which is fitted in the bore I04 of the sleeve 98 for a sliding fit therein. A pin I06 is passed through the slots II2 in the arms I01 and also through the spiral slots forming cams I in the sleeve 98 and has a snug fit through the piston II2. As the sleeve 98 is turned responsive to turning of the steering wheel 92, the action of the spiral cams I05 on the pin I06 is such as to cause the pin I06 to move rectilinearly in the slots IIZ thus operating the valve J and correspondingly steering the entire machine, as hereinafter described. The pin I06 acts between the arms II3 of U-shaped springs II4 (see especially Fig, 14), which springs are mounted on a pin or the like. II5 passed through each arm I0'I of the yoke I08. A cap screw II5 screw-threaded through each arm I0'I projects therefrom and passes between the arms II3 of a spring II l and holds one or the other of said arms II3 from movement with the pin I06 thereby tensioning the spring for action on said pin. Therefore, when the steering wheel 92 is released; springs II4=-, together with spring IOI, will return the valve J to neutral position.

The hydraulic system for controlling the steering and the scarifying attachment, is shown diagrammatically in Figs. and 16. It will be understood that the controls of the steering and the scarifying attachment are independently operable, but they are interconnected in sucha way as to be actuated from a common source of 2 power and utilize common pressure control instrumentalities.

As illustrated in Figs. 15 and 16, the valve G and hydraulic motor H are employed for the control -of the scarifying attachment}, while the valve J and hydraulic motor K are employed for controlling the steering. However, since the action of both sets of instrumentalities is similar, it is necessary to describe in detail, only the con- 'struction of one of them.

In the mechanism illustrated in these views, it will be understood that any suitable liquid may be employed as the hydraulic medium, a freeflowing mineral oil which retains its free-flowing properties even under low atmospheric temperatures, being suitable.

As illustrated, a manifold block II3 (Figs. 21 and 22) is provided with a supply passageway or intake H5 and a discharge passageway reached by outlet or port I I 6. The supply passageway I I5 and the discharge passageway are connected in parallel with a pressure regulator II4, the

control valve G and the control valve J.

As best seen in Figs. 19, and 21, valve G comprises a housing I, having a chamber H8 therein, which extends from one end of the valve to the other, and which communicates, by means of the port II9, with the outlet H6 in the manifold block. Q

A port I2I in the bottom of the housing III registers with a port I22 in the top of the manifold II3, the port I22 being in communication with the supply passageway II5. On opposite sides of the port I2I are ports I23 and I24, which respectively register with ports I25 and I26 which communicate with motor passageways leading to pipes I30 and I29, respectively, attached to the manifold block.

Mounted in slide bearings I3I, housing I II is a piston valve having two cylindrical sections I33 and I34, the sections having a connection I35 between them of reduced diameter to afford an annular chamber I36 for transmission of fluid pressure from the port I2 I to the port I31 communicating with bore I89 in the piston valve.

A rod I40 is connected to the piston valve and mounted to slide inthe bearing I4I, which is preferably of composition material, circular .in shape, and having a water-tight fit with the opening I42 on the front end of the housing II'I.

Interconnected with the rod I40 is a lever arm I43, the interconnection being the pivot I44. The arm I43 terminates in rod I45 and actuating knob I46. In connection with the valve J, it will be observed thatthe parts corresponding to these parts are the steering post BI and the steering wheel 92. i

The pipes I29 and I30 are connected to the opposite ends of the cylinder I54 of a hydraulic motor H withthe piston I55 movable therein. The piston I55 is connected to a piston rod I56, and the latter inv turn is connected with the scarifying mechanism for raising and lowering the scarifying teeth 81.

The hydraulic pump I5I (Fig. 23) is connected by the supply pipe I58 to the supply passageway II5 (Figs. 21, and 22) in the manifold H3. The suction pipe I59 is connected between the pump 'I5'I-' and the supply tank I60 for the pressure medium, such as oil. A discharge pipe I6 I connects the discharge passageway in the manifold with the supply tank I60, if the tank and manifold are not in direct communication.

When the lever I45is' pushed towardthe housing II I to move the rod I40, the annular chamber I36 provides communication between the supply port I22 and the motor. port I25. That is to say, the connector I35 of reduced diameter is moved to such a position that communication is established between the ports I2I and I23 (Fig. 19), while the piston section I34 keeps closed the left-hand opening in the cylindrical bearing I32. At the same time that the ports I2I and I23 are connected, the movement of the right-hand piston section I34 toward the left as viewed in Fig. 19 establishes communication between the port I24 and the port II9. As seen in Fig. 15, this will provide oil under pressure to pipe I30 to operate motor I- I to lift the scarifier, a return path for oil above the piston I55 of said motor H being provided over pipe I29 to tank I60 through ports I26, I24, H9 and H6. It should be understood that the right-hand piston section I32 within the x I34 may abut against the inner wall of the housing III to enable the operator to be assured that when he moves the lever I45 to advance the valve-toward the end of the housing III as far as it will go, the ports I23 and I24 will be com-- pletely and accurately opened so that operation of the hydraulic motor H may be commenced in a minimum space of time by having full power.

applied thereto immediately after the valve is opened. 5

In a similar manner when the valve is moved in the opposite direction by pulling on the lever I45, the end of the casing will act as an abutment to accurately limit the right-hand movement of the piston valve to a position where the ports I23 and I24 will be completely. opened. When the piston valve is moved toward the right, as viewed in Figs. 20 and 21, the supply port I2I will be connected to the motor port I24, and the port I23 will communicate with port II9 by way of chamber I I8; the flow of the pressure medium through the pipes I29 and I30 will thus be reversedand the movement of the piston I55 inthe cylinder I54 will be reversed.

The hydraulic motor H connected to the valve G will be locked in adjusted position whenever the valve G is in central and closed position.

' For instance, in Fig. 16, the piston I55 is midway between the. ends of the cylinder I54 where it is locked against movement in either direction by the closure of the valve G, because, when the latter is closed, the two piston sections I33 and I34 close the ports I23 and I24 and lock the liquid in the pipes I29 and I30 and in the cylinder I54.

The control valve J for controlling the hydraulic motor K, by which steering is effected, is similar to valveG, except for the construction of the housing I09, as previously described, and except for the operating means for lever 240 thereof, also previously described. Briefly described,

valve J comprises housing I09 having a discharge chamber 2I8 in communication with discharge port 2I9 adapted to register with port 2I6 (Fig. 22) in manifold block II3 upon which said valve J is mounted.

The manifold block H3 is also provided with ports 226, 222 and 225 which register with ports. 224, 22I and 223, respectively, of valve J. Port 22I is a pressure port and is connected to pressure pipe I58 through port 222 and supply passageway II5, similar to the communication of port I2 I with port I22 and passageway II5, as seen in Fig. 21. Through ports 226 and 225 (Fig. 22), ports 224 and 223 communicate with pipes 229 and 230, respectively, which lead to the steering hydraulic motor K, having a cylinder 254, piston 255 and piston rod 256. The motor K is housed in the casting 4, as seen in Fig. 9 of the drawings.

The operation of motor K by controlling valve J will be evident, because of its similarity to valve G. A turning of the wheel 92 in a clockwise direction will cause the plunger of valve J to move upwardly to the position illustrated in Fig. 15 in which position oil under pressure is supplied to the motor K to move the piston rod 256 to the left. A reverse rotation of wheel 92 will produce a reverse movement of piston rod 256. Whenvalves G and J. The pressure regulator I I4 comprises a housing I62 having therein a port I63 which is controlled by the lower end I64 of a vertical piston valve I65 movable vertically in the cylinder I66. This cylinder I66 is closed at its upper end by the removable screw cap I61 having a lower conical end I68 acting as an abutment to limit the upward travel of the piston valve I65.

The housing I62 is also provided with a passageway I69, which connects the chamber I10 at the upper end of the cylinder I66 through the connection "I, threadedly mounted at I12 within the housing I62. The connecting device is connected to the pipe I13, which, in turn, is connected to both of the valves, as shown in Figs. 15 and 16.

A central vertical bore or passageway I14 in the piston valve I65 communicates through the ports I15, I15 with the passageway l16,.which in turn opens into a port I11. Port I11 is connected with the discharge passageway of the manifold II3 by port I85.

Screw threaded into the top of the piston valve I65 is an auxiliary valve element I8I, which is provided with a central vertical opening I82, the

lower end of which is adapted to be closed by means of a ball I83, below which is mounted a spring I84. Inasmuch as the bore I14 does not extend through the bottom I64 of the piston valve I65, an elongated cup is provided for the spring I84. This spring, therefore, is able to urge the ball valve I83 to closed position and to hold it closed during operation of the hydraulic motor comprising the cylinder I54.

The action of this pressure regulator II4 may be understood by following in sequence the various steps indicating the start and stopping of the hydraulic motor 4 comprising the cylinder I54 and the piston I55, assuming motor K and valve J to be inactive. When the valve G is in closed position the low pressure in the supply pipe I58 and the branch pipes I58a will be suflicient to hold the piston valve I65 in its open position. The pump I51 may be continuously operated while the hydraulic motor H is inactive and the valve G is closed, and during such time liquid will flow through the port I63 into passageway I16, and thence through the port I11, whence it passes to the manifold through discharge port or pipe I85 into the tank I60. The suction side of the pump I51 is connected by means of the, pipe I59 to the tank I60.

When the valve G is moved to either motor operating position, a branch low pressure connection is established between the supply pipe I58 and the chamber I10 in the upper end of the cylinder I66 0! the pressure regulator, as hereinafter described. It will be seen, by reference to Fig. 21 that a stationary pipe I86 is connected to pipe I13 communicating with passageway I69 in the pressure regulator. So long as the valve G is closed, the port I31 is closed, but when the valve is moved to open or motor operating position, the port I31 registers with either the port I81 or the port I88 in the stationary tube I86. The right-hand end of the tube I86 is open and extends into the central bore I89 of the piston valve, and the small restricted opening I90-connects the bore I89 with the chamber H8. The restricted opening I9'0 prevents locking of the lever I45 by enabling it to be moved in either When the valve G is moved to its open position, the supply pipe I58 is connected through the port I31 with the port I81, and therefore a low pressure connection is established to the chamber I10 above the piston valve I65. When this occurs, the valve I65 is still in its open position, but the hydraulic pressure after opening of the manual valve being exerted with a substantially equal force at both ends of the piston valve I65, the latter will be able to drop by gravity, or if the forces acting on the ends of the piston valve I65 should be unequal, the weight of the valve will nevertheless be suificient to cause the same to move downwardly to its closed position.

It will be seen that the lower end I64 of the piston valve I65 is of less cross-sectional area than the cross-sectional area of the cylinder I66. The annular seat I9I surrounds the port I63 which is of the same cross-sectional area as the lower end of the valve I65.

Therefore, if the piston valve I65 is closed, the pressure on the top will be greater than the pressure exerted. on the lower end I64. The low pressure passageway I16 being closed, the by-pass flow through the low pressure pipes I580: and I85 will be discontinued, and the continued operation of the pump I51 will build up pressure. Assuming the rod I40 to have been moved to the left, as viewed in Fig. 15, the liquid will be forced into the pipe I30. The piston I 55 will therefore be forced upwardly in cylinder H and the liquid behind the piston will flow through the pipe I29, port I26, port I24, chamber H8, ports H9 and H6, thence through the discharge passageway or the pipe I6I, and thence into the tank I60. During the movement of piston I55, pressure will be exerted through the pipe I13 and the passageway I69 to hold the valve I65 in its closed position.

When the piston I 55 reaches the end of its stroke and the manual valve G still remains in its open position, the pump I51 may continue to operate Without building up excessive pressure, because the ball check valve I83 will be lowered against the spring I84, and liquid will be bypassed through the center of the valve I65 and the ports I15 into the passageway I16, thence to the pipe I85 and into the tank I60, as illustrated in Fig. 15.

As soon as the manual valve G is closed, the

port I31 will be closed and the continually operated pump I51 can supply the liquid in the pipe I58 to no other passageway than that designated I16. An impulsive force will be exerted, therefore, on the lower end I64 of the valve I65 to move the latter upwardly. If the ball check valve I83 happens to be closed at the time such impulsive force is exerted, the confinement of the liquid in the pipes I13, passageway I69, and the chamber I10 will efiect opening of the check valve while the piston valve I65 is being moved to its upper position, whereupon the check valve will automatically close, and a relatively low pressure from the pump will hold the valve I65 in its upper position while the pump I51 continues to be driven at substantially no load or at avery low pressure, thereby. economizing in the consumption of fuel in the engine.

' The pressure gauge I92 may be connected to the pipes I13 so that whenever the manual valves G or J are open the operator may determine, by observing the pressure gauge, whether the pump I51 is operating properly or the check valve I83 is opening at the pie-determined pressure.

It is to be understood that the suppiypipe I58 and the connections between the same and the hydraulic motor through the manually operated valves G and J and the connections to the pressure regulator I I4 should always be filled completely with liquid, preferably oil, so that the pressure regulator will act very quickly upon the opening of the manual valves to secure quick starting of the respective hydraulic motor.

The pump I5! is driven from shaft I93, the pump being suitably mounted on the frame C and the shaft 193 being driven, in any convenient manner, from the engine. For convenience of control, a valve l94'is positioned between the pump I51 and pipe I58. The water pump for the engine cooling system is indicated at I95.

It will therefore be seen that, with the pump I51 continuously operating, when the steering wheel 92 is manipulated, piston'255 in cylinder K is actuated, thus rotating steering arm 25 which, it will be recalled, is splined to the king pin l6 of forward roller D, the arm 25 and piston 255 being interconnected by piston rod 256. Steering of the machine either in a right-hand or lefthand direction is accomplished with very"little effort by an operator seated on operators seat I96; and when the steering wheel 92 is released, springs IOI and llfia automatically return the valve J to neutral position, thereby locking the piston 255 in cylinder K in its adjusted. position. The hydraulic steering mechanism will turn the front roller D when the machine is standing still and'in soft material, which materially adds to the ease of manipulation of the roller; and, in practice, the steering mechanism enables the operator to get full benefit of the extreme turning range of the front rollerquickly and without effort.

In a similar manner the motor His controlled by valve G to move the scarifier to any desired position and there locked. c

Due to the parallel relation of valves J and G, it is evident that the pressure regulator I I4 is effective to provide a no-load by-pass for pump I51 when neither valve J nor G is operated, but when either valve J or G, or both, are. operated said pressure regulator H4 closes the by-pass and directs the output of said pump I51 to motor K or H, or both.

It will be noted from the drawings that the front end of frame B is of a highly arched and undercut design, which affords a high are of turning range of the front roller D, this are being in practice approximately 100 degrees. This feature, together with an exceptionally short-wheel base and the improved steering mechanism above described, results in the machine having an exceptionally short turning radius.

Within close proximity of the steering wheel are located the various control instrumentalities, such as the usual clutch levers. gear shift lever, hand brake lever, engine controls, differential lock lever, and scarifier lever; These various instrumentalities are not specifically shown'in the drawings, but in practice they are all isposed so as to be operable from the operators eat.

The scarifier attachment and combinatio s including the scarifier attachment are claim d in my co-pending application, Serial No. 127 719, filed February 25, .1937, for an improvemen in Road rollers, which application was filed as a continuation in part of this application.

Obviously those skilled in the art may make various changes in the details andarrangement of parts without departing from the spirihand scope of the invention as defined by the claims hereto appended, and I wish therefore not to be restricted to the precise construction herein disclosed.

Having thus described and shown an embodiment of my invention, what I desire to secure.by Letters Patent of the United States is:

. g 1. In a self-propelled vehicle, the combination with an engine, of power transmission mech-' anism, a chassis frame, traction wheels connected to said power transmission mechanism, guide blocks extending laterally from said chassis frame at the axis of said traction wheels, a supplemental frame, guide frames on the inner sides of said supplemental frame and fitting the. vertical spaced-apart sides of said guide blocks, crosspieces connecting the upper and lower ends of said vertical spaced-apart sides of said guide frames, springs between the tops of said guide blocks and the said upper and lower cross-pieces,

and apparatus for steering the vehicle.

2. In a self-propelled vehicle, the combination with an engine, of a power transmission mechsteering wheel and the fo'rwardend of said mainframe, and means for operating said steering wheel to guide said vehicle.

3. In a road working machine, the combinationwith a main frame, a widerimmed roller adapted to support the front end thereof, an auxiliary frame, a motor rigidly attached to the forward portion of said auxiliary frame, a gear casing attached rigidly to said motor and forming the rear portionv of said auxiliary frame, rear roller wheels rotatably and non-resiliently connected to said gear casing for supporting the rear end of said auxiliary frame, axles extending inwardly from saidrear roller wheels into said gear casing, drive means between said motor and said axles, said main frame extending rearwardly at least to said axles, spring means positioned near said "axles for flexibly. connecting said mainand auxiliary frames, additional spring means positioned near said motor for fiexibly connecting said main and aux'liary frames, steering means "for said wide rimmed oller mounted on said main frame, and a driver's support on said main frame adjacent said steering means, whereby the shocks received by said auxiliary frame would not be entirely transmitted to said steering means or said.

driver's support.

4. In a road working machine, the combinaporting roller attached to said yoke, means for turning said yoke about the axis of said shaft to effect guiding of said machine including a wheel mounted on said mainframe, an auxiliaryframe, a motor attached to said auxiliary frame,

a gearcasing rigidly attached to said motor and forming a part ofsaid auxiliary frame, rear roll wheels attached to said casing for supporting the auxiliary frame, drive means for connecting the motor'to said rear wheels. flexible means for connecting said main frame and said auxiliary frame both forwardly andrearwardly thereof, and a drivers support carried by said main frame adjacent said steering wheel, whereby the main frame, the steering wheel and the drivers support are flexibly supported and do not receive the shock or vibration of said auxiliary frame with full force.

5. In a. self-propelled vehicle, the combination with a frame providing a cylindrical casing having an open bottom and a central opening in the top thereof, a wheel yoke having' an upright shaft extending into said casing and through said opening, a plate on said shaft forming a movable bottom for said casing, a plurality of coil springs spaced around said shaft and bearing on said plate and the top of said casing, a cap on said frame spaced from said casing top, a journal bearing on said cap adapted to receive said shaft, a lever positioned between said cap and said casing and having a non-circular opening through which a non-circular portion of said shaft slidably extends whereby movement of said lever will rotate said shaft, and means for imparting movement to said lever.

6. In a self-propelled vehicle, the combination with a frame prov ding a cylindrical casing having an open bottom and a central, opening in the top thereof, a wheel yoke having an upright shaft extending into said casing and through said opening, a plate on said shaft forming a movable bottom for said casing, a plurality of '7. In a road roller, the comb ation with a main frame, of a supplemental frame having an engine and gear housing rigidly mounted thereon, the gear housing forming a part of said supplemental frame, ground engaging roller wheels rotatably and non-flexibly connected to the rear of said supplemental frame for rotation on a fixed axis with respect thereto, said engine, gear housing, supplemental frame and roller wheels forming a heavy structure adapted to roll material level, a steering frame, a steering roller carried by said steering frame, flexible means for attaching the steering frame to the front end of said main frame, spring means for sup-I porting the rear end of said main frame on the rear end of said supplemental frame, flexible means for attaching the front end of said supplemental frame to said main frame, whereby the main frame will be entirely flexibly supported to reduce the effect of shocks received by the rollers on said main frame and whereby the main frame will be entirely flexibly connected to said supplemental frame to reduce the effects of pneumatic traction means rotatably and nonfiexibly connected to the rear of said supplemental frame for rotation on a fixed axis with respect there-to, said engine, gear housing, supplemental frame and traction means forming a heavy body, a steering frame, steering means carried by said steering frame, means attaching the steering frame to the front end of said main frame, spring means for supporting the rear end of said main frame on the rear end of said supplemental frame whereby the shocks received by said supplemental frame will not be wholly transferred to said main frame, nonrigid means connecting the front end of said supplemental frame to said main frame, which with said previously named flexible means is effective to reduce the effects of vibration of said supplemental frame on said main frame, a drivers seat mounted on said main frame, and steering apparatus for controlling said steering frame and mounted on said main frame near said drivers seat, whereby the driver will not be subject to the full force of the shocks or vibrations of said supplemental frame.

9. In a vehicle, the combination with a tractor unit comprising a-rigidly attached motor and gear housing carrying ground engaging traction means rotatably but non-flexibly attached to said housing, said tractor unit presenting a heavy structure, of a main frame including side memhere on each side of said tractor unit and extending to the rear axle of said tractor unit, spring means for flexibly supporting the rear end of said main frame from said tractor unit whereby the shocks and vibrations of said tractor unit will not all be imparted to said main frame, wheel means for supporting the front end of said main frame, means interconnecting the front end of said tractor unit and said main frame to allow relative movement therebetween, steering means for said wheel means, said steering means being carried by said main frame, and a drivers support carried by said main frame whereby the shocks and vibrations of said tractor unit will not be entirely transferred to the drivers support. I

10. In a road roller, the combination with a main frame, of a supplemental frame having an engine and gear housing rigidly mounted thereon, the gear housing forming a part of said supplemental frame, ground engaging roller wheels rotatably and hon-flexibly connected to the rear ofsaid supplemental frame for rotation on a fixed axis with respect thereto, said engine, gear housing, supplemental frame and roller wheels forming a heavy structure adapted to roll material level, a steering frame, a steering roller carried by said steering frame, flexible means for attaching the steering frame to the front end of said main frame, spring means for supporting the rear end of said main frame on the rear end of said supplemental frame, flexible means for attaching the front end of said supplemental frame to said main frame, whereby the main frame will be entirely flexibly supported to reduce the effect of shocks received by the rollers on said main frame and whereby the main frame and gear housing rigidly mounted thereon and forming a part of said supplemental frame, ground engaging non-pneumatic traction means rotatably and non-flexibly connected to the rear of said supplemental frame for rotation on a fixed axis with respect thereto, said engine, gear housing, supplemental frame and traction means forming a heavy body, a steering frame, steering means carried by said steering frame, means attaching the steering frame to the front end of said main frame, spring means for supporting the rear end of said main frame on the rear end of said supplemental frame whereby the shocks received by said supplemental frame will not be wholly transferred to said main frame, flexible means connecting the front end of said supplemental frame to said main frame, which with said previously named flexible means is effective to reduce the effects of vibration of said supplemental frame on said main frame, a driver's seat mounted on said main frame, steering apparatus mounted on said main frame near the drivers seat and adapted to control said steering frame, and earth working means carried by said main frame, whereby the drivers seat and the'ea-rth' working means will not be subject to the full force of the shocks or vibrations of said supple-- mental frame.

12. In an earth working vehicle, the combination with a main frame, of a supplemental frame having an internal combustion engine and gear housing rigidly mounted thereon, ground engaging traction fneans connected to said gear housing,. said engine, gear housing, supplemental frame and traction means forming a tractor unit, a steering frame, steering and supporting wheel means carried by said steering frame, means pivotally attaching the steering frame to the front end of said main frame, spring means'for supporting the rear end of said main frame from said tractor unit, earth working means carried by said main frame, steering means carried by said main framev for operating said steering frame to steer said vehicle, operators supportingmeans adjacent said steering means and carried by said main frame, whereby the steering means, operators support and earth working means are carried by the main frame which is.

-flexibly supported by saidtractor unit, and

5 thereby does not receive the full shock received into-,reciprocatory movement of said valve, and means biasing said wheel to anormal valve closing position.

14. In a vehicle steering mechanism, the 'combination with an operating wheel, means for biasing said wheel to a normal position when released, a slide valve having a stationary casing, and means for converting rotary movement of said wheel into reciprocatory movement of said valve. 15. In a vehicle steering mechanism, the combination with an operating wheel, said wheel being movable in either direction of rotation from a normal position, means biasing said wheel to a normal position, a slide valve having a stationary casing and'a piston movable to either side of a port closing position, and means interconnecting said wheel and piston so constructed and arranged that reverse rotary movement of said 76 wheel from its normal position will produce refor translating rotar movement of said wheel verse movement of said slide valve piston from its port closing position.

16. In a vehicle steering mechanism, the combination with a valve having a stationary casing and a piston having a central port closing position and two port controlling positions, a wheel for controlling said valve, and means biasing said wheel to a position to close said valve when released after being operated to effect movementlike receivers surrounding transversely aligned openings in the rear portions of said side plates, through which openings the driven shafts of the bull wheels 'of the road roller are adapted to project, said box-like receivers being rigidly secured to the inner sides of said plates in position to receive the bull wheel gear housing with springs above and below the same and with the front and rear sides of said housing guided along the vertical sides of said receivers.

18. In a vehicle, the combination with a sup porting frame, of a steering unit therefor, a fluid pressure motor connected to said steering unit to operate the same, a steering wheel, a rotary non-- reciprocating shaft connected to said wheel to rotate therewith, a cam device connected to said shaft to rotate therewith, non-rotary rectilinearly movable valve mechanism for controlling said motor, means actuated by said cam device for imparting rectilinear movement to said valve mechanism upon manual rotation of said steering wheel, and resilient means for returning the valve mechanism and the steering wheel automatically to initial positions upon release of said wheel.

19. In a vehicle, the combination with a supporting frame, of a steering unit therefor, a hydraulic motor connected to said steering unit to operate the same, a steering wheel, a rotary'shazt connected to said wheel to rotate therewith, a

cam device connected to said shaft to rotate therewith and provided with a pair of spiral cam slots, valve mechanism for controlling said hydraulic motor and comprising a valve stem, a transverse pin extending through said spiral cam slots, a support provided with a pairof rectilinear spaced-apart slotsfor slidably receiving the ends of said transverse pin, centering spring mechanisrn acting on said transverse pin, anda springconnected to said shaft to cooperate with said centering spring in returning the valve mechanism' to closed position and said shaft to initial position upon release of said steering wheel.

20. In a self-propelled road roller, the combination with rear traction rollers, of an engine, power transmission mechanism between said englue and said traction rollers, a chassis frame for supportingsaid engine and power transmission mechanism, the rear end of said chassis frame and said, 'power transmission mechanism being non-yieidingly supported on said rollers, a main frame, mechanism for yieldinglysupporting' the rear end of said main frame on the rear end of said chassis frame at said rear wheels, a steering front roller unit, means for'yieldingly supporting the front end of said main frame on said 

